Railway-coach



2 Sheets-Sheet 1.

(No Model.)

- W. W. MUNSELL.

RAILWAY COACH.

No. 467,514. Patented Jan. 26, 1892.

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2 Sheets -Sheet 2.

(No Model.)

W. W. MUNSELL. RAILWAY COACH.

Patentd Jan. 26, 1892.

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NITED STATES ATENT Fries.

IVILLIAM \V. MUNSELL, OF DODGE CITY, KANSAS.

RAI LWAY-COAC H SPECIFICATION forming part of Letters Patent No.467,514, dated January 26, 1892.

Application filed July 18, 1891.

To all whom it may concern:

Be it known that I, WILLIAM W. MUNsELL, a citizen of the United States,residing at Dodge City, in the county of Ford, State of Kansas, haveinvented certain new and useful Improvements in Railway-Coaches, ofwhich the following is a full, clear, and exact description, referencebeing had to the accompanying drawing formingapart hereof. Myinventionrelates to improvements in railway-coaches; and it consists in the novelconstruction and arrangement of the same hereinafter fully set forth anddescribed.

The objects of my invention are, first, to obviate the jerkingraspingmotion caused by sudden starting or stopping, uneven tracks, roundingcurves, &c., by constructing a rail way-coach in two sections andsuspending the upper section on columns which are secured to the loweror truck section; second, to provide arailway-coach,wl1ich may besuspended on the trucks in such a manner as to give an easy swingingmotion, constantly maintaining a perpendicular position, and in case ofsaid coach leaving the track or being ditched the upper section willswing free from the lower section, as attached to the truck androllinggear, and rest in an upright position on the ground; third, toattain these ends with simplicity and economy, which I do byconstructingthe coach and equipments illustrated in the accompanying drawings, inwhich Figure I is a side elevation of my improved railway-coach, havingthe side wall partly broken away, showing in section the floors of thecoach and truck, respectively, and the manner in which the coach issuspended from columns. Fig. II is a cross-sectional view of the coach,taken on line y y of Fig. I, showing more clearly the segmental casingsor floors, together with the columns and ball-andsocket bearings, bymeans of which 'said coach is suspended. Fig. III is a cross-sectionalView of same, taken on line 00 ac of Fig. I, showing more clearly thespace between the main floor and the segmental casing, together with thebrake G, and the manner of securing it in position. Fig. IV is a detailin perspective of the roller-brake and the wrench used in setting andreleasing same; and Fig. V is a detail View of one of the supportingwol-Serial No. 399,962- (NomodeL) umns, and the ball-and-socket bearing inupper end of same.

Referring to the drawings by letter, A represents a railway-coachconstructed substantially as shown, having its upper section B (thecoach proper) provided with a segmental casing O and a suitable floor C.(See Figs. II and III.)

D is a floor for the trucks, the contour of which corresponds with thecasing O. This floor is rigidly secured to the trucks and roll ing-gearand extends through the entire length of the coach, its ends terminatingwith the platforms D, to which the steps, guards, &c., are secured.Resting on these platforms are similar platforms C",which areacontinuation of the floor C. These platforms may be constructed of someflexible material and are smaller than the lower ones, so that in caseof the coach being thrown from the trucks said platform will escape fromthe guards, 850., without interfering.

(1 represents the inclines or bevels formed in the truck-floor D at thepoints where it terminates into the platforms D.

E are upright standards or columns rigidly secured to the truck-floor D,the upper ends of which are provided with cups or sockets e, in whichoperate ball-bearings f. Said bearings fare provided with a groovedsaddle f, across which rests the supporting solid. steel cables F. Thesesteel cables may operate in the groove of the saddle or they may berigidly secured to the ball-bearings, if found desirable. In the lowerends of these steel cables F are secured the rods F, which are securedimmediately beneath the floor C, (see Fig. 1,) and in such a manner thatthe entire coach B is suspended by cables F over the columns Eindependent of the rolling-gear and trucks.

F" are brace-rods, with which the coach may be provided, which runparallel with said coach and with the rods F. These are to prevent saidcoach from sagging at its center and also form a support for the rods F,beingsecured to same by aseries of braces or bolts.

Gand G represent the brake, which may be provided for the coach, and isdesigned to operate between the casing O and the truckfioor D. Thisbrake consists of a roller G,

composed of rubber or other suitable mate rial secured in the arms g,said arms being secured to main stem G, which is threaded and providedwith a nut g, so that said brake may be set or released at will. The nutg may be operated by the pronged wrench II, (shown in Fig. IV,) andoperates in a pocket 0, formed between the floor 0 and the segmentalcasing C. (See Fig. III.) The object of this brake is to provide a meansof checking any oscillating motion of the coach when running on anuneven track. The space between the segmental casing C and thecorresponding truck-floor D is nominal, two or three inches beingsufficient. The reservoir between the segmental casing C and thecarfioor C is also nominal as to its depth, as it may be constructedanywhere from eight to fifteen inches at center, as found practicable.

The casing 11 on the sides of the standards of columns E, inside andout, are to be constructed of some light material, so that in the caseof a wreck or other accident, where the coach would leave the track,said casing would break or become easily displaced without offering toogreat a resistance, thereby leaving said coach free to swing from thetruck. The front and rear of said casings, are to be strongly built, soas to offer sufficient resistance to any extraordinary longitudinalmotion that may occurfrom collision or otherwise.

The casing C, truck-floor D, and all other parts and materials aroundthe fire-box are to be constructed of fire-proof material, and saidfire-box is secured to truck, so that in case of a wreck or any accidentthe coach proper is completely separated from said firebox, thus to avery great extent lessening the possibility of a conflagration.

The standards E are so constructed that should the longitudinal swingingmotion be great at times of sudden starting or stopping of the car, thesupporting-rods F will not strike against same, but will swing in thespace between the sections of said columns, The upper section of car Bmay be supported by a single support at each end of said car.

Roller-brakes, similar to that shown in Fig.

IV, may be adjusted to lessen and regulate the longitudinal motion ofthe coach, if required.

As heretofore stated, the principal objects of my invention are todispense with jars and abruptness of motion imparted to a car havingmore direct connection with trucks and rails, allowing an elasticity ofmotion in all directions.

Having thus fully described my invention, what I claim, and desire tosecure by Letters Patent, is

1. A railway-coach constructed substantially as shown, consisting of thecoach B, having the segmental bottom-or casing C, the correspondingsegmental truck-floor D, terminating with platforms, supporting-columnsE, and the solid cables F, together with the rods and braces by whichthe car 13 is suspended, substantially as specified.

2. A railway-coach, the car proper suspended from columns by suitablesteel cables, the columns and cables for supporting the same, and theroller-brakes for preventing any swaying motion, substantially asspecified.

In a suspended railway-coach, the suspended car B, constructedindependent of the truck, the supporting columns and cables resting onball-and-socket bearings, the rollerbrakes operated as shown, theflexible platform C, and the method of suspending the coach separatelyfrom the rolling-gear and truck, in combination, all substantially asset forth and described.

4. In a suspended railway-coach, the suspended carl3,constructedindependent of the truck, the supporting columns and cables resting onball-and-socket bearings, the rollerbrakes, as shown, the platformC",'and the method of suspending the coach separately from therolling-gear and truck, in combination, all substantially as set forthand described.

In testimony whereof I affix my signature in presence of two witnesses.

\VILLIAM IV. MUN-SELL.

Witnesses:

W. TEARE, W. T. CooLlnen,

